Burner carburetor combination



BURNER CARBURETOR COMBINATION Original Filed Nov. 1919 mvmon PatentedMay 7, 1929.

UNITED STATES PATENT OFFICE.

JOHN GOOD, OF GARDEN CITY, NEW YORK, ASSIGNOR TO GOOD INVENTIONS 00., OFNEW YORK, N. Y., A. CORPORATION OF NEW YORK.

BURNER CARBURETOR COMBINATION.

Original application filed November 6, 1919, Serial No. 336,027. PatentNo. 1,377,989, dated May 10, 1921. Divided and this application filedApril 29, 1921. Serial No. 465,613.

The invention relates to combustion means for supplying heat andcombustion products to the intake passages of carburetor-type engines,for vaporizing the liquid fuel delivered by the carburetor and generallyimproving the operation of the engine. The invention consists moreespecially in the means of connecting a burner to the engine intakepassage in such manner as to provide for an efiicient application anddelivery of the heat and also in the means of adapting suction burnersto existing engine installations. This application is a division of myco-pending application now Patent No. 1,377,989.

In the accompanying drawing, Figure 1 shows a conventional form ofautomotive engine with a suction burner applied to it' by meansexemplifying this invention, parts being in section and the carburetorfloat chamber being displaced for convenience of illustration, Figure .2represents a larger scale section of the burner mechanism in the planeof its longitudinal axis, and Figure 3 a plan of the adapter.

The engine of Fig. 1 has a carburetor 1, which may be of any usual orsuitable design and is illustrated as comprising an air passage 2, and aspray nozzle 3 which is supplied with liquid fuel from the float chamher4 under regulation of a needle valve 5. The outlet from the carburetoris equipped as usual with a throttle and connected to the engine intakeheader 6 by means of an adapter 7, which is shaped to be insertedbetween the flanges of the carburetor and header and bolted tightly inplace between them. This adapter is formed with a central bore and aninterior ring shaped cavity .8 and contains a cylindrical thin-walledmetal sleeve or thimble 9, which is seated in the bore so as to make anannular passage embracing and preferably surrounding the thimble. Thethimble may be pressed into the bore of the adapter so as to bepermaterposition imposes no restriction to How through the intakepassage. The latter is considered as the entire path from the entrance 2to the cylinders. The wall 9 is provided with a plurality of smallperforatrons, surrounding the axis of the intake passage and the channel8 is in free communication with the interior of the burner, as shown, sothat such openings serve as the outlet for the burner leading into theintake.

The exterior burner casing 10 is secured to the flange of the adapterand provided with a spring seated air valve '11, sub'ect to adjustment,and with a liquid fuel spraying means 12 the latter being secured to theend of the burner casing and comprising a fuel duct controlled by aneedle valve 13 and adapted to draw liquid fuel from a well 14. Thelatter is in communication with the float chamber 4 of thecarburetor'through a pi e 15 provided with an adjustable flowrestriction 16, and the upper end of the well, above the level of theliquid therein, indicated by the dotted line, is connected to the airspace in the upper part of the float chamber and serves merely as apressure balance so that the atmospheric pressure ordinarily present inthe float chamber may be extended to the well. The spraying means 12 isfurther provided with air ducts 17 admitting atmospheric air to theorifice of the fuel duct in such manner as to shatter the liquid fuel toa state of fine atomization. The fuel nozzle delivers its spray into anignition and mixing space constituted by the inner air-distributingshell 18, which is provided with rings of small perforations foradmitting air from valve 11, to said space, and a Spark plug, orequivalent electric ignitor, is mounted in the burner with its spark gapseated in the path of the atomized spray just before it mixes with theair from the distributing holes.

lrVhen the engine is cranked over as by theuse of the starting motor 19,or crank, or when theengine is in operation on its own combustion, thesuction effect thereby established in the intake header is transmittedthrough the burner outlet holes in the wall 9 to the ignition and mixingspace in the burner coincidently producing inflows 'of'air and fueltherein as will be apparent. Be-

cause of the manner of introducing the fuel and air, the mixtureoccurring within the shell 18 is not homogeneous and the ignition,occurring at a point where the mixture is relatively richin fuel, doesnot result in explosion even though the proportions may be suited forcomplete combustion, or may *be those of an explosive mixture, thecombustion thus started continues steadily and continuously for as longas a sutlicient suction effect is maintained and with such variation inthe rate of combustion as may be determined by the variation of thesuction. It is preferred to adjust the proportions of the fuel and airadmitted to the burner so that the combustion will be substantiallycomplete, i. e. without any great excess of air or fuel inasmuch as thisprovides for clean operation and maximum. heat without soot, etc. Thefunction of the air valve spring is to maintain such a predeterminedrelation throughout variable rates of burner action and in this respectthe maintenance of the proportions is facilitated by.the well 14 whichalso exerts a compensating action on the proportions after the manner ofthe liquid regulation in many engine carburetdrs. The said well,however, serves the further function of providing an extra richcondition of the burner mixture when it is first set in action.The'liquid level in the well 14 being equal to that in the float chamberis at first lowered rather rapidly, due to the short hydraulic head,until it has reached the level which the gravity flow through theadjusted restriction 16 is adapted to maintain, and thereafter it willremain constant so long as the suction is constant. The initial richcondition facilitates the ignition. The general construction and mode ofoperation of the burner, including the feature j ust mentionedare thesubject, of other applications and patents, but it will be understoodthat any suitable suction burner de sign may be substituted for thatherein shown within the scope of the present invention. It is desirableand preferred that the burner shall-take its fuel directly from thecarburetor float chamber and that the air for the burner be taken directfrom atmosphere, but it is only essential that two combustible mixturesbe produced, one of them ignited for heating purposes and the otherunignited.

In its normal use the throttle 19 will be set to an idling position,about as indicated in Figure 2, so that the burner and carburetor willbe caused to start operation slmultaneously and so that the liquid fuelin the (unignited) carburetor mixture encountering the wall 9 and theflame or hot burner gases of the ignited mixture issuing from the outeltperforations therein will become vaporized thereby and thus producemeal, adapted to ignite instantly or burn efiectively in the cylinderseven though the latter be extremely cold. The air valve 11 is preferablyarranged so that it does not close tight against its seat, a slightleakage being desirable to cause the spray nozzle to cease actionpromptly when the suction effect stops. It will be understood that theelectric ignitor is connected to the engine ignition system or otherwiseso as to-be in operation when required.

I provide the vaporizing wall 9 with several perforations distributedaround and on opposite sides of the intake passage because thisarrangement has the etlect of extending and spreading the flame and heatround about the wall 9 giving a large and well heated surface ontheinterior of the intake wall, while the admission of the hot burnerproducts at opposite sides of, or at several points around, the intakepassage produces a thorough distribution of the hot gases in the mediumflowing through the intake passage as will be apparent. This effect ismanifestly not dependent on the location of the wall 9 in an interposedadapter fitting as herein shown and such wall may obviouslv be otherwiseorganized in the structure of the intake passage. The number of holesthrough it is also subject to variation so long as the total area issuited for transnntting an appropriate suction effect from the intake tothe burner for the suction operation of the latter. The total area ofthe outlet holes while always suflicicntfor the purpose just mentionedmay be varied to control the normal rate of combustion in the burner fora predetermined intake suction; the area of a round hole, threesixteenth inch in diameter, is found satisfactory for the type of burnerillustrated. If the holes are numerous and fine their tendency is toadmit only hot gases into the intake; if larger and fewer, the flame mayenter but will not inflame the carburetor mixture. If a single hole isused, it is preferably located on the far side of the annular passage 8so that a large partof the wall 9 will be certain to be heated and inall cases it is suflicient it the holes are fornf'ed by simply drillingthrough the wall, no

open throttle, this being r of the burner outlet s io of the thrsttie,as wilt be understood. If located elsewhere, its action will correspondto the suction and obviously its rate may be controlled by specialcontrolling means applied to that end regardless of location.

Claims- 1. In an internal combustion engine the combination of theengine intake passage including a carburetor, of a suction burner andmeans for applying the heat of the burner to the medium flowing in saidpassage comprising a wall of said passage subject to the burner flame orases on one side and affording a heating sur ace on the other side andprovided with one or more holes unprotected as to the transmission offlame therethrough extending through said surface and constituting aburner outlet adapted to transmit an operating suction effect to saidburner.

2. The combination of an engine intake passage including a carburetor,with a suction burner and means for applying its heat, comprising a wallof said intake pas sage which affords a heating surface on the inside ofsaid passage, and a series of holes through said wall disposed indistributed or spaced relation therein and together constituting theoutlet from the burner and adapted to transmit an operating suctioneffeet from the intake thereto.

3. The combination-of an engine intake passage including a carburetor,perforations in a wall of said passage disposed on oppo site sidesthereof and a suction burner connected to said perforations and adaptedto be operated by the intake suction transmitted through said oppositelylocated burner outlet perforations.

4. The combination of an en ine intake passage including a carburetor, oa relatively thin wall forming part of said passage, a burner spaceembracing said wall, a suction burner in communication with one side ofsaid space and a plur ality of openings through said wall adapted totransmit an operating suction effect to the burner.

5. The combination of an engine intake comprising a carburetor and aseparately made adapter fitting interposed between parts of said intakepassage and constituting a burner outlet and a burner connected to saidfitting and adapted to deliver its products through said outlet to theintake.

6. In combination with the intake manifold of an internal combustionengine and a carburetor therefor, a unit insertible between thecarburetor and the end'of the manifold, which unit contains a passageforming an extension of the intake manifold, a chamber surrounding saidextension, and a burner adapted to supply heat to said chamber to heatthe walls of said extension.

7. In a hydrocarbon motor, the combination with two separated sectionsof the motor intake conduit, .of. a self-contained heater unit arrangedbetween said sections and secured thereto, said unit having a throughpassage in communication with both sections of said conduit, said unitcomprising a combustion chamber in heat transferring relation to saidthrough passage, and means forming a part of said unit ada ted to supplyexplosive mixture to said com ustion chamber.

8. In a hydrocarbon motor, the combination with two separated sectionsof the m0- tor intake conduit, of a self-contained heater unit arrangedbetween said sections and secured thereto, said unit havin a throughpassage in communication with both sections of said conduit, said unitcomprising a combustion chamber in heat transferring relation to saidthrough passage, and means forming a part of said unit adapted to supplyexplosive mixture to said combustion chamber independently of themixture in the feeding section of said conduit.

9. In a hydrocarbon motor, the combination with two separated sectionsof the motor intake conduit, of a self-contained heater unit arrangedbetween said sections and secured thereto, said unit having a throughpassage in communication with both sections of said conduit, said unitcomprising a combustion chamber in heat transferring relation to saidthrough passage, and carburetor means formed as a part of said unit andadapted to supply mixture to said chamber.

In testimony whereof, I have signed this specification.

JOHN GOOD.

